Also; where's your tagline?
It would be handy to know what you've done so far without having to search for it.

 

Check out post 20 Dan, I think thats what your looking for.

 

Dave,
I saw this information in the thread Chris posted and thought about your reservoir draining down. Maybe this has something to do with it.


The control of the high pressure return oil was made to improve retension of oil in the high-pressure pump
reservoir, while the engine is off.
l Prior to 1996, a check valve located in the high-pressure pump held back the oil that may drain through the
pump and IPR.
l As of engine serial number 201681 the control of the return high-pressure oil flow has been changed.
l The check valve, located on the injector pump until the 1996 model year, has been eliminated and a standpipe,
1996 model year and above, has been incorporated in the front engine cover and the high-pressure pump
reservoir.
l Both versions allow the oil to remain in the high-pressure pump reservoir with the engine off.

I know Ken had posted some info about a check valve but I thought that one was in the engine block. Maybe there is three?

 

Greg also suggested maybe checking the lpo pressure at three different spots. Top of res, back by turbo, and down by the oil filter. If one differs from the other it may lead to an internal leak or possible blockage. I'm going crazy not being able to do anything to check this stuff till I get my injectors back! Hopefully they'll be here Monday, I might even take the day off once they show up. I can honestly say I have never had something consume so much of my extra time. It has affected me not in the best of ways from work, to my family, and even at church. Sounds silly but true! Thanks guys for all you help and support! This wont beat me but it sure is dragging me through some mess!

 

Sorry Dan, when I'm on my phone it doesn't show up. It won't even tell me what post numbers are on the post but frank got it.

 

He won't answer us about why he said "kissing" instead of leaking.... must've been what he was doing!

You'll get it, Dave... once you get it running right, you'll be able to join the rest of us happy 7.3L owners!

 

Thats why I joked about e-brake being on...

Still thinking about you Dave. Hang in there brother!

 

But you know what? If he did have a "collapsed hose" or a blockage of sorts, that would make the truck run extremely hard on just one of the cylinder banks... that would explain the EGT's I would think, especially if his probe is in the exhaust manifold of the working bank. ALSO... since the ICP sensor is on only one head, he might have lousy pressure in the other head and the ICP sensor isn't picking it up. That would make sense unless he has an HPx... still might have a similar effect since an HPx is a smaller ID then the heads or supply lines. I don't know... this is the most puzzling thing I've ever seen.

 

Only thing that I think blows this out of the water is I had a low power issue before I installed the hpx and I think I would of noticed a lil change in performance after the install. But your right Jon my pyro probe and icp are on the same side. Funny thing is Joe(izzy351) suggested I try and monitor pressure on both heads, something to check! Can the hose come apart inside and not leak? I tell you what I'll just swap the lines from my company truck to my truck and go for a ride in the company truck and see if it's different! Clay thinks I've got to much time on my hands. He might be right!

 

Hmmm... well, this is starting to make sense and it would, if it were the problem. Guess we'll have to wait and see! As for the time on your hands... being able to do this from a phone ANYtime, ANYwhere can make it seem that way.

 

Yea it's deffinatley not something my wife likes!

 

If you get this truck fixed, you're gonna have to do something BIG for her... but I'm sure you've already thought about that. On a more comical note, have you gotten any ideas yet!?

 

Got my injectors and gp's in today! I'll start on it in a lil bit. One ? though, when I reinstall my gp's should I use anything on the threads? And how necessary is it to get the proper torque on the hold down bolts on the injectors? Reason I ask is I don't have a torque wrench much less one that measures in lbs.

 

I used a little anti seize on the glow plug threads. I would try to get a torque wrench if possible. The auto parts stores may even loan them. I'm not sure if I would trust how accurate they would be.

Here are the torque specs:

Glow plugs: 124 inch pounds or 14NM
Valve cover bolts: 97 inch pounds or 11NM
Injector hold down bolts: 120 inch pounds or 14nm
rocker arm pedestal bolts to 20 ft-lbs

 

I bought one for this reason.... Some say TIGHT as ya can with a 1/4" ratchet - but ask Frank how that worked out for him!

Wish I was closer, I'd be there in a heartbeat! If nuthin' else for moral support!! You deserve a break man.